US10900431B2 - Method for determining spark plug electrode spacing and state of wear - Google Patents
Method for determining spark plug electrode spacing and state of wear Download PDFInfo
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- US10900431B2 US10900431B2 US15/740,942 US201615740942A US10900431B2 US 10900431 B2 US10900431 B2 US 10900431B2 US 201615740942 A US201615740942 A US 201615740942A US 10900431 B2 US10900431 B2 US 10900431B2
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- spark plug
- electrode spacing
- internal combustion
- combustion engine
- ignition
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D41/1406—Introducing closed-loop corrections characterised by the control or regulation method with use of a optimisation method, e.g. iteration
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
- F02P17/12—Testing characteristics of the spark, ignition voltage or current
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
- H01T13/00—Sparking plugs
- H01T13/58—Testing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
- F02P17/12—Testing characteristics of the spark, ignition voltage or current
- F02P2017/121—Testing characteristics of the spark, ignition voltage or current by measuring spark voltage
Definitions
- the present invention relates to a method for implementation with the operation of an internal combustion engine.
- Spark plugs in use with spark ignition engines are subject to considerable fluctuations with respect to their service life.
- an engine with a variable rotational speed and load is therefore operated with low combustion-accelerating air/fuel ratios in order to satisfy transient times, said ratios giving rise to high combustion chamber temperatures and to a high degree of wear on the spark plug as a result of the additional heat flow in the wear element of the spark plug.
- This increased wear has a high degree of variation with respect to the service life reliability, which can disadvantageously lead to an unexpected failure.
- the present invention is based on the object of specifying a method on the basis of which it is possible to predict a failure.
- the invention proposes a method for implementation with the operation of an internal combustion engine which has a spark plug which is arranged on a combustion chamber of a cylinder of the internal combustion engine.
- the internal combustion engine is preferably e.g. a gas engine, generally preferably a spark ignition engine, and within the scope of the present invention in particular a large engine, and also in particular a large engine running in lean operation, e.g. for a utility vehicle such as a ship, a special vehicle, e.g. also for industrial applications.
- the spark plug is preferably a prechamber spark plug which can have, in a manner known per se, a spark plug housing or a spark plug body, and also a prechamber cap, which, together with the spark plug housing, defines a pre-combustion chamber of the spark plug, i.e. a prechamber.
- the spark plug has an (ignition) electrode arrangement, in particular preferably accommodated in the pre-combustion chamber, the ignition electrodes of which are at a distance from one another, i.e. have an electrode spacing (at the spark gap).
- the electrode arrangement comprises, in particular, a central electrode and at least one ground electrode which define the electrode spacing with respect to one another (which spacing varies, in particular increases, with the burning off of the electrodes over the service life of the spark plug).
- the spark plug which is arranged on the combustion chamber is also provided for spark ignition of the fuel mixture which is input into the combustion chamber.
- a superordinate sequence controller of the internal combustion engine e.g. an ECU (Electronic Control Unit; central engine control unit) or generally a control unit
- a first step a cylinder pressure is measured or determined at the combustion chamber at the ignition time and a breakdown (ignition) voltage is measured or determined at the spark plug (in this context the time of the triggering of the ignition spark at the spark plug is referred to as the ignition time within the scope of the invention).
- a cylinder pressure sensor is provided for measuring the cylinder pressure, while the breakdown voltage can be measured by means of a device which is suitable for this purpose.
- a device which is suitable for this purpose.
- Such a device can comprise e.g. a measuring arrangement with high time resolution, i.e. which supplies measurement signals in the gigahertz range and which taps voltage signals, e.g. on an ignition voltage line (to the spark plug), in order to make available the breakdown voltage information, or e.g. on a measuring line.
- a current electrode spacing of the ignition electrodes which represents a current ignition electrode state of wear, is now determined on the basis of the measured cylinder pressure, the measured breakdown voltage and a (proportionality) constant.
- the equation 1) can be used in a way corresponding to Paschen's law, according to which:
- EA U ZZP p zzp ⁇ K , Equation ⁇ ⁇ 1 )
- the (current) electrode spacing is denoted by “EA”
- the breakdown voltage (at the ignition time) is denoted by “U ZZP ”
- the cylinder pressure (at the ignition time) is denoted by “p zzp ”
- the proportionality constant is denoted by “K”.
- the determined electrode spacing advantageously serves as a wear indicator (since, as already mentioned, the electrode spacing generally with the time for which the spark plug has been operating, in particular generally increasing over the service life of the spark plug, i.e. as a result of burning off (melting off) of the ignition electrodes).
- an accurate predication also makes it possible to reduce the otherwise customary impacts on the service life in terms of reliability, with the result that the wear-related costs can be advantageously reduced.
- the proportionality constant which is used in the second step is preferably determined as a system-specific variable at the internal combustion engine, in particular once, and is based, in particular, on a previously known electrode spacing of the spark plug, and also on a cylinder pressure which is determined in a way corresponding thereto at the ignition time, and a breakdown voltage of the spark plug which is in turn determined in a way which corresponds thereto.
- the previously known electrode spacing is defined e.g. by the manufacturer, e.g. that electrode spacing according to the delivery state of the spark plug.
- the proportionality constant is determined e.g. on a measuring setup composed of the internal combustion engine, and the measuring technology for the ignition voltage and cylinder pressure, wherein the engine is preferably adjusted to a predetermined operating point.
- the proportionality constant or Paschen's constant can then be determined with the known electrode spacing as:
- K U ZZP p zzp ⁇ EA known Equation ⁇ ⁇ 2 )
- EA known the breakdown voltage (at the ignition time)
- U ZZP the breakdown voltage (at the ignition time)
- p zzp the cylinder pressure (at the ignition time)
- K the proportionality constant
- the proportionality constant depends e.g. on the gas mixture at the spark gap (gap between the electrodes), the work function of the electrons, the material of the electrodes and other parameters, with the result that the proportionality constant is preferably determined on a system-specific basis (system composed of the internal combustion engine and spark plug) within the scope of the invention.
- a service life of the spark plug is now determined.
- the determined service life here can be a service life which has past, i.e. an age, alternatively or additionally and preferably a remaining service life.
- a characteristic curve with which the determined electrode spacing is correlated can be used for the determination of the service life. The end of the service life is reached when the maximum electrode spacing, and consequently the maximum electrode wear, is reached.
- a service life characteristic curve can now be easily generated, e.g. determined empirically or else in a model-supported fashion, with the known values for EA max and EA min .
- an information signal can be output on the basis of the determined current electrode spacing or the service life determined on the basis thereof, to an operator, in particular prompted by the control unit, i.e. in particular with the objective of bringing about a user intervention in a way appropriate to demand, e.g. a change of the spark plug or deactivation of cylinders.
- developments of the method are preferably also provided to the effect that in a further step, e.g. and preferably also in addition to the determination of the service life, at least one combustion parameter of the internal combustion engine is set on the basis of the electrode spacing, which is determined in the second step, or is adjusted to the current electrode spacing, and in particular an air/fuel ratio (lambda) is set or adjusted.
- an air/fuel ratio (lambda) is set or adjusted.
- the ignition energy can now also be made available at the spark plug which is more appropriate for demand (e.g. via ECU (and ignition system)), a combustion period or injection period (combustion period or combustion profile controller) can be adjusted or further parameters can be set as a function of the determined electrode spacing in a way which is favorable for combustion.
- a combustion period or injection period combustion period or combustion profile controller
- a characteristic curve or a model which relates the determined electrode spacing to a combustion parameter, in particular to a conversion point, an air/fuel ratio, an injection period or a parameter which is different therefrom, i.e. for combustion-optimizing correction purposes, can be used with the method to influence parameters in such a way.
- the method is carried out iteratively and continuously, and consequently the spacing between the ignition electrodes is determined or monitored continuously.
- continuous, electrode-spacing-dependent influencing of the combustion (as explained above) is therefore also provided, and in addition e.g. also continuous determination of the service life and continuous signaling of the service life.
- the method also advantageously provides the possibility of checking a respective spark plug for its originality or usability with the internal combustion engine.
- the method can be carried out with an unused spark plug (and known, system-specific proportionality constant), wherein the determined electrode spacing is compared with a new-state setpoint electrode spacing. If the determined electrode spacing does not correspond to the setpoint spacing, it can be detected that a different spark plug than an original one or than the one provided for use with the internal combustion engine has been arranged on the combustion chamber, e.g. said different spark plug can also be signaled to a user by means of suitable signaling.
- an internal combustion engine which is configured to carry out the method explained above.
- the internal combustion engine can have, in particular, a cylinder with a combustion chamber, a spark plug which is arranged on the combustion chamber, a cylinder pressure sensor and a device for measuring the breakdown voltage at the spark plug (tap, e.g. on the ignition line), and in addition also preferably a sequence controller or control unit for controlling the method, in particular in the form of the ECU.
- a sequence controller or control unit for controlling the method, in particular in the form of the ECU.
- program code implemented for carrying out the method, for example also characteristic curves or models which can be used with the method.
- FIG. 1 shows, in an exemplary and highly schematically simplified form, an internal combustion engine which is configured to carry out the method
- FIG. 2 shows, in an exemplary and schematic form, a characteristic curve for determining the service life of the spark plug.
- FIG. 1 shows, in an exemplary and schematic, in particular highly simplified, form, an internal combustion engine 1 , with the operation of which the method according to the invention can be implemented.
- the internal combustion engine 1 made available as a (lean-operation) gas engine with combustion gas injection, e.g. of combustion gas in the form of natural gas, biogas, special gas, landfill gas, hydrogen, has a cylinder 3 in which a combustion chamber 5 is defined, i.e. between a reciprocating piston 7 and a combustion chamber cover 9 .
- a spark plug 11 for igniting the combustion gas/air mixture is arranged on the combustion chamber 5 , in particular on the cylinder head or combustion chamber cover 9 of the cylinder 3 , projecting in this respect into the combustion chamber 5 .
- the spark plug 11 is made available as a prechamber spark plug and is connected via a plug connector 13 , together with ignition line 15 , to an ignition system 17 of the internal combustion engine 1 which receives ignition signals from a superordinate control unit 19 , that is to say from an engine controller or ECU.
- the spark plug 11 is supplied with ignition voltage by the ignition system 17 as a function of the actuation of the ignition system by the ECU 19 , with the result that ignition sparks are generated between the electrodes (not illustrated) of the spark plug 11 .
- the current electrode spacing EA of the ignition electrodes which comprise a central electrode and a ground electrode, i.e. for forming the spark gap, is decisive for the necessary ignition energy for generating an ignition spark.
- a cylinder pressure sensor 21 which supplies combustion chamber pressure information p cyl to the engine controller 19 , is also arranged on the combustion chamber 5 , operatively connected to the combustion chamber 5 .
- a measuring device 23 is also provided which also makes available the breakdown voltage information to the engine controller 19 .
- The, in particular high-frequency-resolution, measuring device 23 which samples in the GHz range, is coupled via a measuring line 23 a to the spark plug 11 in order to measure the breakdown voltage.
- a combustion profile or combustion period controller 25 by means of which the combustion profile is controlled and which can be influenced by setpoint predefined values by the engine controller 19 , is operatively connected to the engine controller 19 , and is controlled thereby.
- a user interface 27 in the form of an operator control information system is also made available at the internal combustion engine 1 , which operator control information system can be actuated in a signal-generating fashion by the engine control unit 19 .
- the user interface 27 can be fixedly connected to the internal combustion engine 1 , and alternatively or additionally a remote interface module can be provided, for example in the form of a tablet PC or smartphone.
- Information can be conveyed, preferably in the form of a visual display or else acoustically, via the user interface 27 .
- the superordinate control unit 19 has program code, and in addition characteristic curves are stored, in particular saved in a non-volatile memory, said characteristic curves permitting the engine controller 19 to control the sequencing of the method according to the invention, which will be described in more detail below.
- a (proportionality) constant or Paschen's constant K is determined, as a system-specific variable, at the internal combustion engine for the implementation of said method, that is to say within the scope of a measuring setup and using the equation 2) mentioned at the beginning, according to which equation:
- K U ZZP p zzp ⁇ EA known Equation ⁇ ⁇ 2 ) and in which the proportionality constant is denoted by “K”, the breakdown voltage (at the ignition time) is denoted by “U ZZP ”, a previously known electrode spacing (at the spark plug) is denoted by “EA known ”, and the cylinder pressure at the ignition time is denoted by “p zzp ”.
- the previously known electrode spacing EA known here is an electrode spacing of a new spark plug or of the spark plug 11 in the new state, as is predefined by the manufacturer and as is used for the one-off or initial determination of the proportionality constant K.
- the further variables “U ZZP ” and “p zzp ” are determined by measuring technology using the new spark plug 11 , that is to say by means of the cylinder pressure sensor 21 and the measuring device 23 for measuring the breakdown voltage.
- the proportionality constant K is then determined therefrom computationally for the method according to the invention which can be carried out with the internal combustion engine 1 , in particular is saved in the method-controlling control unit 19 .
- a cylinder pressure is measured at the combustion chamber 5 at the ignition time (p zzp ) and a breakdown voltage (U ZZP ) is measured at the spark plug 11 , in particular continuously with the operation of the internal combustion engine 1 .
- the cylinder pressure sensor 21 and the measuring device 23 for determining the breakdown voltage each (continuously) supply suitable measurement signals to the ECU or the superordinate control unit 19 .
- the current electrode spacing EA of the ignition electrodes (at the spark gap) which represents a current ignition electrode state of wear, is now determined, in particular again continuously with the operation of the internal combustion engine 1 , on the basis of the cylinder pressure p zzp which is measured in the first step, the measured breakdown voltage U ZZP and the proportionality constant K, determined as described above, i.e. by the ECU 19 .
- equation 1) which was mentioned at the beginning is used for the determination, according to which equation:
- EA U ZZP p zzp ⁇ K , Equation ⁇ ⁇ 1 )
- the (current) electrode spacing is denoted by “EA”
- the breakdown voltage (at the ignition time) is denoted by “U ZZP ”
- the cylinder pressure (at the ignition time) is denoted by “p zzp ”
- the proportionality constant is denoted by “K”.
- the current electrode spacing EA is therefore constantly known from the equation 1), said electrode spacing EA being also preferably used to determine the service life within the scope of the invention, i.e. in a further step.
- FIG. 2 shows by way of example a characteristic curve for the spark plug 11 such as can be found for the determination of the service life, e.g. in the way in which it can be determined empirically.
- the electrode spacing EA is plotted against the operating hours Bh, consequently the service life, wherein the minimum (previously known) electrode spacing corresponds to that for zero operating hours (EA(0Bh)), and the maximum electrode spacing corresponds to that at the end of the service life (EA max ), that is to say the maximum possible electrode spacing (with maximum possible burning off of the electrodes).
- EA max EA min +d wear body , Equation 3): where the maximum electrode spacing which characterizes the end of the service life is denoted by “EA max ”, the initial minimum electrode spacing which characterizes the start of the service life is denoted by “EA min ”, and the thickness of the electrode material which can be burnt off is denoted by “d wear body ”.
- the current determined electrode spacing EA is correlated with the characteristic curve.
- the interval between the currently reached operating hours (corresponding to the current electrode spacing) which can therefore be determined (by forming differences) and the end of the service life (corresponding to the maximum electrode spacing) now indicates the residual service life which is signaled by the ECU 19 via the user interface 27 , i.e. with an information signal.
- a combustion parameter of the internal combustion engine 1 is set in parallel with the determination of the service life and signaling, in particular continuously with the operation of the internal combustion engine and on the basis of the electrode spacing which is determined in the second step, in particular an air/fuel ratio is set.
- the setting is based on the realization that the electrode spacing EA determines the combustion speed and the flow speed in the combustion chamber 5 decisively, with otherwise unchanged preconditions.
- the electrode spacing EA determines the combustion speed and the flow speed in the combustion chamber 5 decisively, with otherwise unchanged preconditions.
- the combustion is initiated only slowly, in particular jumps over as only a small ignition spark at the spark gap between the electrodes.
- the entire combustion proceeds slowly, since the pressure gradient between the prechamber and the combustion chamber 5 is disadvantageous, and consequently only a small ignition jet penetration depth into the combustion chamber 5 is achieved and the combustion in the combustion chamber 5 is delayed as a result.
- the fuel/air ratio ⁇ is adapted to the current electrode spacing EA, with the result that, for example, an increased quantity of combustion gas is injected into the combustion chamber 5 for a plug state as described above, that is to say an enriched mixture is set at the internal combustion engine 1 (running in the lean mode) with the result that the combustion speed is increased, and consequently relatively fast combustion with a relatively low exhaust gas temperature and improved emission values can be achieved.
- the enrichment can be correspondingly decreased, e.g. the injection period can be shortened, with the result that optimized combustion conditions and emission conditions can be achieved in an advantageously easy way with the invention.
- the combustion profile is influenced as a function of the current determined electrode spacing EA, i.e. by setting at least one combustion parameter.
- suitable control signals are transferred to the combustion profile or combustion period controller 25 , i.e. by the ECU 19 .
- beading can also be detected on the spark plug 11 with the invention, this concept denoting the formation of very small spheres on the surface of the electrodes, which can grow from several micrometers to e.g. 100 ⁇ m. These beads arise during the melting of the electrode and they solidify after the spark has been extinguished. Starting from a certain size, the beads can serve as a surface for further beads so that a type of stalagmite is produced which can reduce the electrode spacing EA in such a way that the spark volume becomes too small for an ignition of the mixture, and consequently ignition of the mixture can no longer take place.
- control of the ignition energy is also advantageously possible, during which control the ignition energy which is fed to the spark plug 11 is fed to the spark plug 11 as a function of the determined, current electrode spacing EA, i.e. advantageously in a way appropriate for demand (with the result that beading owing to an excessively high temperature can, for example, be advantageously avoided).
- Such a method for controlling the ignition energy is known e.g. from the document DE 10 2013 010 685 A1, the disclosed content of which is included herein by reference.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
- Spark Plugs (AREA)
Abstract
Description
where the (current) electrode spacing is denoted by “EA”, the breakdown voltage (at the ignition time) is denoted by “UZZP”, the cylinder pressure (at the ignition time) is denoted by “pzzp”, and the proportionality constant is denoted by “K”.
where the previously known electrode spacing is denoted by “EAknown”, the breakdown voltage (at the ignition time) is denoted by “UZZP”, the cylinder pressure (at the ignition time) is denoted by “pzzp”, and the proportionality constant is denoted by “K”. The proportionality constant depends e.g. on the gas mixture at the spark gap (gap between the electrodes), the work function of the electrons, the material of the electrodes and other parameters, with the result that the proportionality constant is preferably determined on a system-specific basis (system composed of the internal combustion engine and spark plug) within the scope of the invention.
EA max =EA min +d wear body, Equation 3):
where the maximum electrode spacing which characterizes the end of the service life is denoted by “EAmax”, the initial minimum electrode spacing which characterizes the start of the service life is denoted by “EAmin”, and the thickness of the electrode material which can burn off is denoted by “dwear body”. A service life characteristic curve can now be easily generated, e.g. determined empirically or else in a model-supported fashion, with the known values for EAmax and EAmin.
and in which the proportionality constant is denoted by “K”, the breakdown voltage (at the ignition time) is denoted by “UZZP”, a previously known electrode spacing (at the spark plug) is denoted by “EAknown”, and the cylinder pressure at the ignition time is denoted by “pzzp”.
where the (current) electrode spacing is denoted by “EA”, the breakdown voltage (at the ignition time) is denoted by “UZZP”, the cylinder pressure (at the ignition time) is denoted by “pzzp”, and the proportionality constant is denoted by “K”.
EA max =EA min +d wear body, Equation 3):
where the maximum electrode spacing which characterizes the end of the service life is denoted by “EAmax”, the initial minimum electrode spacing which characterizes the start of the service life is denoted by “EAmin”, and the thickness of the electrode material which can be burnt off is denoted by “dwear body”.
Claims (11)
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
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DE102015009248 | 2015-07-17 | ||
DE102015009248.0 | 2015-07-17 | ||
DE102015009248.0A DE102015009248B4 (en) | 2015-07-17 | 2015-07-17 | Method for carrying out an internal combustion engine operation |
PCT/EP2016/001122 WO2017012695A1 (en) | 2015-07-17 | 2016-07-01 | Method for implementation with the operation of an internal combustion engine |
Publications (2)
Publication Number | Publication Date |
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US20180187620A1 US20180187620A1 (en) | 2018-07-05 |
US10900431B2 true US10900431B2 (en) | 2021-01-26 |
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US15/740,942 Active 2036-08-16 US10900431B2 (en) | 2015-07-17 | 2016-07-01 | Method for determining spark plug electrode spacing and state of wear |
Country Status (6)
Country | Link |
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US (1) | US10900431B2 (en) |
EP (1) | EP3325799B1 (en) |
CN (1) | CN107850035B (en) |
DE (1) | DE102015009248B4 (en) |
HK (1) | HK1252907A1 (en) |
WO (1) | WO2017012695A1 (en) |
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Publication number | Priority date | Publication date | Assignee | Title |
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DE102018201057A1 (en) * | 2018-01-24 | 2019-07-25 | Robert Bosch Gmbh | Spark plug with self-diagnosis and high voltage cable for self-diagnosis of a spark plug and method for self-diagnosis of a spark plug |
JP7176201B2 (en) * | 2018-03-01 | 2022-11-22 | 株式会社デンソー | ignition controller |
EP3578804A1 (en) * | 2018-06-07 | 2019-12-11 | Caterpillar Energy Solutions GmbH | Spark plug electrode wear rate determination for a spark-ignited engine |
DE102019001627A1 (en) * | 2018-06-18 | 2019-12-19 | Deutz Aktiengesellschaft | Process for wear detection and predictive wear forecast of electromechanical actuators at the operating time of a machine with an internal combustion engine |
JP7243488B2 (en) * | 2019-06-28 | 2023-03-22 | 株式会社アイシン | Apparatus for calculating ignition plug maintenance timing for heat pump engine and method for calculating maintenance timing for ignition plug of heat pump engine |
CN112392610B (en) * | 2020-11-04 | 2023-05-23 | 潍柴动力股份有限公司 | Engine control method, device and equipment |
FR3121182B1 (en) | 2021-03-25 | 2023-11-24 | Renault Sas | Method for controlling fuel injectors of a spark-ignition engine |
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JPH10189213A (en) | 1996-12-24 | 1998-07-21 | Tokyo Gas Co Ltd | Gas engine spark plug monitoring device |
DE19756336C1 (en) * | 1997-12-18 | 1999-04-01 | Daimler Benz Ag | Compression and ignition system testing method for combustion engine |
JP2008101585A (en) * | 2006-10-20 | 2008-05-01 | Toyota Motor Corp | Control device and method for internal combustion engine |
DE102013010685A1 (en) * | 2013-06-26 | 2014-12-31 | Mtu Friedrichshafen Gmbh | Method for controlling the ignition energy |
Family Cites Families (2)
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JP2011157904A (en) * | 2010-02-02 | 2011-08-18 | Toyota Motor Corp | Ignition control device for internal combustion engine |
DE102011005651A1 (en) * | 2011-03-16 | 2012-09-20 | Man Diesel & Turbo Se | Method for ignition plug selective determination of wear of ignition plugs of internal combustion engine, involves detecting whether actual value of actuating parameter or operating parameter has reached predetermined threshold value |
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2015
- 2015-07-17 DE DE102015009248.0A patent/DE102015009248B4/en not_active Expired - Fee Related
-
2016
- 2016-07-01 US US15/740,942 patent/US10900431B2/en active Active
- 2016-07-01 WO PCT/EP2016/001122 patent/WO2017012695A1/en active Application Filing
- 2016-07-01 EP EP16734559.4A patent/EP3325799B1/en active Active
- 2016-07-01 CN CN201680042136.6A patent/CN107850035B/en not_active Expired - Fee Related
-
2018
- 2018-09-24 HK HK18112254.6A patent/HK1252907A1/en unknown
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JPH10189213A (en) | 1996-12-24 | 1998-07-21 | Tokyo Gas Co Ltd | Gas engine spark plug monitoring device |
DE19756336C1 (en) * | 1997-12-18 | 1999-04-01 | Daimler Benz Ag | Compression and ignition system testing method for combustion engine |
JP2008101585A (en) * | 2006-10-20 | 2008-05-01 | Toyota Motor Corp | Control device and method for internal combustion engine |
DE102013010685A1 (en) * | 2013-06-26 | 2014-12-31 | Mtu Friedrichshafen Gmbh | Method for controlling the ignition energy |
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CN107850035A (en) | 2018-03-27 |
DE102015009248A1 (en) | 2017-01-19 |
US20180187620A1 (en) | 2018-07-05 |
HK1252907A1 (en) | 2019-06-06 |
WO2017012695A1 (en) | 2017-01-26 |
EP3325799B1 (en) | 2020-03-25 |
CN107850035B (en) | 2019-10-01 |
EP3325799A1 (en) | 2018-05-30 |
DE102015009248B4 (en) | 2020-01-02 |
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